Load limiting device



Oct. 13, 1931. F. HODGKINSON LOAD LIMITING DEVICE Filed Jan. 29, 1951 2 Sheets-Sheet 1 Fxci. 4.

FKi. 3.

INVENTOR Fanucxs \"boqmnsofl.

WITNESSES:

BY Q.HQ.M

ATTORNEY F. HODGKINSON 1,826,884

LOAD LIMITING DEVICE Oct. 13, 1931.

Filed Jan. 29, 1931 2 SfieQtS-Sheet 2 g 3" {a R 5 To T'IQEQEF WW1? n 2 a i INVENTOR Fianna: HODGK\NSON.

ATTORNEY Patented Oct. 13, 1931 UNITED STATES,

PATENT OFFICE- FBANCIS HODGKINSOK, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR WESTING- HOUSE ELECTRIC & MANUFACTURING COMPANY; A CORPORATION OF PENNSYL- vam LOAD LIMITING DEVICE Application filed January 29, 1931. Serial No. 512,128.

and which is adapted to limit the governing mechanism to any desired rate of motive fluid admission.

Where a plurality of prime movers are connected in parallel to an electric powersystem m which is subject to variations load, it is sometimes desirable to maintain a fixed base toad on one or more of the prime movers and to carry the variations in load on other prime movers. In this case, the load-limiting de- 13 vice serves tomaintain a given load on the prime mover carrying base load, so long as the speed is within the normal range. In other cases, it may be desired to run a prime mover as a standby, admitting only suflicient g6 motive fluid to maintain the prime mover in proper operating temperature condition. In this case, the device may be used to limit the maximum admission to the prime mover.

The invention has for an object to provide anim-proved device of the characterset forth.

A further objectis to provide a load-limiting device associated with the governing mechanism of a prime mover whereby the governing mechanism may be set at any desired load and the load-limiting device made operative to limit the operation of the governing mechanismto that load.

A specific object is to provide an improved load-limiting device which will releasecthe governing mechanism in response to a predetermined departure from the normal range of speed of the prime mover.

In accordance with my invention, I pro-- vide a. clutch-mechanism comprising two elements, one of which is connected to the governing mechanism and actuated in accordance with the rate ofadmiss'ion provided by the governing mechanism, and the other of which is restrained against movement. By br nging the clutch elements into engagement. the governing mechanism is restrained from. moving beyond the rate of admission at which it was set. The device may limit either the maximum or minimum load, or

The device is further provided with means for disengaging the clutch elements when the speed of the prime mover departs fromthe normal range, whereby the load-limiting action on the governor is discontinued. This is preferably accomplished by making the restraining means for the second clutch element yieldable to a predetermined force,

which the governing mechanism transmits to r r the clutch mechanism when the speed departs from the normal range. ing means yields, the clutch elements are dis engaged in response to movement of the. second clutch element.

Theaboveand other objects are effected by When the restrain- L my invention, as will be apparent from the following description and claims, taken in connection with the accompanying, drawings forming a part of this application, in whichi Fig. lis adiagrammatic view, showing the load-limiting device applied to the speed governor of a prime mover;

Fig. 2 is an enlarged view, partly in elevation and partly in section, of a modification of a detail;

Fig. 3 is. an elevational view of a modified form of load-limiting device Fig. 4 isfa similar elevational view of am other modified form; and,

Fig. 5 is a sectional view of the load-limiting device and of the'means for controlling said device, said'means and the device being shown in I diagrammatic relation 'to each other.

Referring now to the drawings more in deg tail, I show a steam turbine 10, having an ad- 'is illustrated. The governor 16 includes fly balls 17 carried by bell crank levers 18 and rotated at a speed proportional to the'speed of the turbine by ashaft 19 connected tothe,

turbine. The bell-crank levers 18 are connected to a collar 21, which is vertically movable to actuate a lever 22 fulcrumed on a bracket 23. The lever 22 is connected to and actuates the admission valve 11.

A tension spring 24 is connected at one end to the lever 22 and opposes the centrifugal. force of the fly balls 17. The other end of the spring is attached to a spring-holding member 25 which has a screw-threaded stem 26. A worm gear 7 is screw-threaded on the stem and bears against a stationary member 28. The gear 27 is rotated by a worm 29 carried on the shaft of an electric speed changer motor 31.

The centrifugal force of the fly balls 17 provides a deflection of the spring 24 which varies with the centrifugal force. Upon increase in speed of the turbine and generator unit. the increased centrifugal force moves the co lar 21 upwardlv and the right-hand end of the lever downwardly. efiecting increased tension ot the spring 24 and closing movementof the admission valve 11 to restrict the increase in speed. Upon decrease in speed. the l ver 22 is m ed in the o os te direction hv the s ring 24 and actuates the admission va ve 11 in opening direction to res rict the decrease in speed.

The stem 26. the gear 27. the worm 29 and speed changer motor 31 constitute a speed changer mechanism for adiusting the speed setting of the ove nor. Bv rotating the worm and gear in the direction for ra sing the stem 26. the tension of the sprina 24 tor a .qiven pos tion of the admission valve is in creased. The turbine must o erate at a hi her speed to provide the centrifugal force for e ecting he increased tens on of the snr nc'. The speed settin of the governor. there 'o e. is increased. Bv lowerin the posit on of the stem 26. a dec eased speed is remained to pro duce a cen rifu al force providing the reouired s rinx tens on for a iven osition of the admission valve. and the speed settin of the overnor is decreased. A second s ri g 24 s nre erahlv connected between th tlv h ll 17 to oppose the maior portion of the ce trifu al force. herehv reducin the orce tr nsmitte through the o ar and the lever. The remainde of the force i tran m d to the spring in the manner de sc bed.

Due to the charac e tics of a svnchronons ene ator. the s eed of the un t s o trol ed hv he tremien of th current in the l ne Tf the, speed chance? is perated while the unit i conne ted to Hm Hno the nd'pct w l he, to change the Tate 0 moti e f u admision. as t e. tension of t e svi' n. 2 will n he varied to a great pvt-opt he a chano'o in centritu al. force ot he f'lv hal s 17. For examp e. it the stem 26 is rai ed. the right hand and of the lever 22 is raised to move the admission valve 11 in opening direction, This is the well known manner of changing the load on an individual prime mover connected to a power line or system.

To the mechanism so far described, which is old and well known in the art, I apply my novel load-limiting device, indicated generally by the numeral 32. Referring particularly to 5, this device includes a. clutch element 33 fixed on a rotatable shaft 34. A lever 35 is also fixed on the shaft 34 and is connected. as shown in Fig. 1, to the upper end of a rod 36, the lower end of which is connected to the right-hand arm of the lever 22. A second clutch element 37, adapted to engage the first clutch element, is mounted on the shaft 34 but is rotatable and axially movable relative thereto.

The clutch elements are enclosed within a housing 38. which is also angularlv movable about the axis of the shaft 34. The clutch element 37 and the housing 38 are held against relative rotation by lugs 39 formed on the clutch element 37 and lugs 41 carried on the housing 38, the lugs 41 having recesses 42 into which the lugs 39 project.

The clutch element 37 is formed with a tubular part 43. which encompasses the shaft 34 and extends within a cylinder 44. A piston 45. for moving the clutch element 37 into and out of engagement with the clutch element 33, is fixed on the tubular part 43 within the cylinder 44. The application of fluid pressure to the piston is controlled bv a pilot valve 46 disposed in a casing 47. The casing is formed with ports 48 and 49 communicating with the upper and lower portions of the cylinder 44 through conduits 51 and 52 respectively. It is furtherformed with a port 53 communicating through a conduit 54 with any suitable source of fluid pressure. Discharge ports 55 and 56 are also provided.

The pilot valve is provided with piston portions 57 58. and 59. These piston portions are so disposed that in the raised position of the pilot valve shown in Fig. 5 the space between the piston portions 58 and 59 places the ports 53 and 48 in communication. admitting fluid pressure to the upper portion of the cylinder 44. The spa e be tween the piston portions 57 and 58 places the ports 49 and 55 in communication. When the pilot valve is in lowered position. the space between the piston portions 57 and 58 places the port- 49 in communication with the fluid supply port 53 and the space between the piston portions 58 and 59 places .the port 48 in communication with the discharge port 56. A spring 61. which approximately balances the weight of the pilot valve. is preferably provided.

A lever 62 is fulcrumed intermediate its ends on a. bracket 63 by means of a pivot 64. The left-hand arm of the lever is connected to the pilot valve 46, and the rightlever 62/ A tension'spring 67: isconnec'ted at one end to the right-hand. arm of the lever 62 and at its other end toja stationary, bracket 68. By arranging the bracket .68 so' that the center line "oftheQs ring passes throughl the center of-the pivot 64in intermediate position of the lever, the spring is eflective tohold theright-hand ofthe lever, in theup'per position when it has been moved to that position i by the solenoid and to h'ol 'd it in} the lowered position when. it has been 4 is brought 'to'the position forfcarryingthe moved downwardly by the'solenoidfifi. When the solenoid 66 is energized, the pilot valve 46 is raised and fl uid pressure is admitted to the upper portion of theic ylind'er The clutch elementf37 held downwardly out O en a men w thi he' h t h e e 3% the latter; being thus free to rotate and per? n itting the governor to operate independentlyyof 'the load-limiting device. ".When the;

solenoid isenergized; the pilot yalve 46' ismoved to loweredadmittingfluid pressure to the lower position of the cylinder ,14, Theclutch element 37 islmoved in -0 engagement with the clutch element 33, thereby preventing relative rotation between the clutch elements, I I Referring to Fig.1, the housing 38- is formed with-a projecting lug 69.';"A"spring 71 under initialcompression is interposed he' tween a stationary bracket 72 and the I upper side of the -lug. and a spring 73 also under initial compression is interposed between the lowerside of the lugand astationarv brack et 74. A springholding member'75ispr0- vided foreach spring atlthe end adjacent the In: 69 and is fixedv toastem 76 which ex-. tends throughthe bracket at the other end of the spring. A nut 77 ijsplacedon the end of thestem and bears aeainstthe bracket. "EX: pansion of each spring beyond its initial CQmDiessi on 1 is therebv avoided upon move- Inent ofthe lugaway from the' spring The springs 71 and,,73 yieldably restrain move mentjofthe, housing 38 from a given engu larposition. Y A suitable souree of electrical energy, such as a battery 7 8; is nrovided'for energizing the solenoids65 and. 66. The solenoid 65 is connected torthe battery 78 through acircuit'con taining conductors?!) and 81. a manuallyoperated switch 82; aconductor 83.Ithesolenoid 65. a conductor 84 and the battery 78,. The circuit for thesolenoidi 66 is traced ,throuszh the conductor 79. a conductor'85, a manually operated switch 86, a conductor '87. the solenoid 66,;conductors 84' and 84' and bat.- tery 7 8. The circuit for the. solenoid 66 is also adapted to be closed automaticallynpon a predetermined angularinove'ment of the housing 38 To accomplish this. the switch 86 is shunted by a branch circuit-includingthe conductor 79, ai'contactorf88' carried bYthe lug: 69 but-electrically insulated therefrom; one'oftwo contactors 89} and disposed,- re"-- spectively, above and below the contactor' 88 and adapted to contact" therewith upon sufficient movement of-the housing 38," and a conductor'91 which connects the'contaeto'rs" 89 and 90with the'conductor87. 1 l The operationof the embodiment shownin- Figsi l and5'is asfollowsz I Starting with the loadlimiting device-in the inoperative position shown onthedrawings, andtheturbineand generatorunit 10- 12 connectedfto the'line '13, the admission valve;

desired load on theunit. The switch" 82 is then in'omentarilyclosed', energizing the solenoidGST'The lever 62 moves the pilot-valve 46 downwardly, and the clutch elements 37 and'33 arebrought into engagement. Y The housing '38 and'the lever- 35 are, therefore, maintained in fixed angular relation to" each other. Anv change in the position of thead-y mission valve 11 is resisted by the springs'il and'73. Therefore,"so long as th'es peed of the unit remains within a normal range} the p'osition'of the admissionvalvefll remains If; now, the; generators; connected to the system '13 are unable to carry the load on the s ste thefrequ'enc'y; 'willdrop. 'As the oen trifu'galforce of the flvj-balls 17 decreases; the unbalanced force ofj'th'e spring 24 op:

poses theforce of the spring 73 and, after the speed drops ,below the normal rangeyorbelow any desired predetermined speed-,jthis unbalanced force overcomesv the spring and moves thehousin'g 38in counterclockwise direction. The contractors 88' "and" 90am broughtinto contact to close'the circuit to the solenoid; 6 6: -"Ihe lever 62'm oves'the pilot valve upwardly as alreadyexplained' to of feet disengagement of the clutch elen1entsf33 'an ,i "7. l' The spring 24 thereupon becomes reflective to'e in'ove the admission valve 11' in opening di'-' rection, and the governoroperates independ ently ofthe load liin'iting device. The unit may no'w carry a greaterload to maintain the fiequency as nearly 'normal'as possible. The housing 38 brought back to its nominal po-g sitionlbyf the spring myagain opening the circuit tothe solenoid 66'; the spring -67'serv-" ing to retain the right-hand endof thelever 62 in lowered position, f I r The actionbf the load limiting device may also be discontinued at the will of the operator b'yclosingthe switchi86. Q T.

Assumeinow, heload lim'ting device again to be operative and thatthespeed of the tur bine 10fbecome's excessive." [This may be due to openingofthe circuit breakerlli, The centrifugal force of theffly-ball 17 new exf ceeds the force of the spr'ing243 and when amount corresponding to the maximum speed which it is desired to permit, it overcomes the force of the spring 71 and moves the housing 38 in clockwise direction. The contactor 88 and the contactor 89 are now brought into engagement, and the solenoid 66 is again ener gized to render the load limiting device inoperative. The governor then becomes effective to move the admission valve 11 in closing direction to maintain the speed of the turbine within the governing range.

Referring to Fig. 1, a spring 73 of such characteristics must be chosen that it will yield to a force of the spring 24 corresponding to a predetermined departure from normal speed, and likewise, the spring 71 must be so chosen that it will yield to the excess centrifugal force of the fly-balls 17 corresponding to a predetermined increase above normal speed. In order to provide for adjustment of the permissible departure above or below the normal speed, a spring nut 71, shown in Fig. 2, may be screw threaded in each of the brackets 7 2 and 74. By rotating the spring nut, the initial compression of the spring may be varied.

In the normal position of the housing 38, the forces of the spring 71 and 73 on the lug 69 balance each other. Expansion of each spring beyond this position, however, is restrained by the spring-holding member 75, so that the full force of the other spring must be overcome before the contactor 88 is brought into engagement with one of the contactors 89 and 90. a

In Fig. 3, is shown a modified form of loadlimiting device whose action is unyielding in the direction of increased valve opening, but is yieldable in the direction of decreased valve opening in the same manner as in the embodiment shown in Fig. 1. To accomplish this, the lower spring 73 is replaced by a solid block 92.

In Fig. 4 is shown an embodiment of a loadlimiting device which yieldably resists increased valve opening, but does not restrict valve closing movement from the position at which the load limiting device is set. The upper spring 71 is replaced by a solid block 93. The arm 35 is biased downwardly by a spring 9a. A pivot pin 96, carried by the lever 35 for pivotally connecting the lever to the link 36. is disposed in a slot in the upper end of the link.

The spring 94 maintains the pivot pin at the lower end of the slot 95 when the clutch elements are out of engagement. To set the load-limiting device, the admission valve is brought to the desired position in the same manner as in the first embodiment and the clutch elements then brought into engagement. Due to the slot 95, the link 36 may move downwardly from this position, permitting the right-hand end of the lever 22 to move downwardly in valve-closing direction.

This load limiting device, therefore, does not place any restriction upon the valve-closing action of the governor. Valve opening movement beyond the position at which the device is set is yieldably resisted in the same manner as in the first embodiment.

It will be noted that, in order to set m novel load-limiting device to any desired 10a it is only necessary to adjust the speed changer mechanism to the desired load and to set the load limiting device to efiect engagement of the clutch elements. No adjustment of the load-limiting device is necessary, since the clutch element 37 is automatically brought to proper position by the governor and is yieldingly held in whatever position it occupies when the load-limiting device is set.

While I have shown my invention in three forms, it will be obvious to those skilled in the art that it is not so limited, but is susceptible of various other changes and modifications without departing from the spirit there of. and I desire, therefore. that only such limitations shall be placed thereuponas are im: posed by the prior art or as are specifically set forth in the appended claims.

What I claim is:

1. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device for limiting the governing mechanism to anv desired maximum rate of admission comprising a clutch element movable to various positions corresponding .to various rates of admission provided by the governing mechanism. means for so connecting the governing mechanism and the clutch element that the governing mechanism cannot provide a rate of admission greater than that corresponding to the position of the clutch element, a second clutch element adapted to engage the first clutch element. means for effecting engagement of said clutch elements, yieldable means for resisting movement of the second clutch element in the direction of increasing the rate of admission; and means responsive to movement of the second clutch element for disengagingsaid clutch element.

2. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and oontrolling the admission of motive fluid thereto, of a device for limiting the movement of the governing mechanism in one direction to any desired rate of admission comprising a clutch element movable to various positions corresponding to various positions of the governing mechanism means for so connecting the governing mechanism and the clutch element that the governing mechanism cannot move in said one direction beyond the position corresponding to the position of the clutch element, a second clutch element adapt- .men s-Ii. a

3. Thecom'bination w th a prime mover to engage the firstclutch element, means foreffectin engagement of said clutchelen1ents, yiel able means forv resisting movement of the second clutch element, and means 7 responsive to movement ofthe second clutch element for disengaging said clutch beleand a governing mechanism responsive to the speed ofthe prime mover control- ,ling the admission of motive fluid thereto,

of a devicefor limiting the movement of the d governing mechanism in one direction to any desired rate of admission comprising ,a clutch element mo vable to 1 various positions corresponding to variouspositions,of the governingmechanism,,meansforsoconnect--.

11 s th ern m h ism n h dit f .element I that v the governing I mechanism, cannot move in said c-oiie directionbeyond the position corresponding to'the position of the cllitoh element, a second clutch element i adapted; to engage thejfirst clutch element,

man "fen w ir n e a ent of a clutch elements, means for reslstmg movementpf thesecond clutch element in thedirection corresponding to said one direction governing mechanism, and means responsive to a speed outside of the normal range of speed of the primemover and dis- I enga ing said clutch elements;

H4. e, combinationwith aprime mover- 1 governing mechanism responsive Tito the speed of the prime mover and controlling. the admission of, fluidl thereto, a a d vise or limiting th vme em of t p governing mechanism in one direction to any esired rate, of admission comprising a i clutch element movable to various POSltlOIlS corres onding to various positions of the governing mechanism, means for so connectmg the govern ng mechanlsm and the clutch element that'the governing mechanism can-.

i notv move in said one di rectio n beyond the pr out of engagement, pilot'valve means for controllingthe application'of fluid pressure to said pressure-actuated means and being movable toone-position to provide engage ment of the-clutch elements andto a second position to disengage thel'clut'ch elements, [means for holding the pilot valve meansxin,

whichever position it may be moved, manually controlled means for moving the pilot valve means, to the firstpositiom'means responsive to movement of thesecond clutch element iagainst" said yieldable means for position, and manually controlled means for moving the pilot valve means to the second position; i i

5. The combination with a prime mover and a governing mechanism responsive'to the speed of the prime mover and controlling the admission of'motive'fluid thereto, of a device for limiting the movement of the govermng mechanism in one d rection to any desired rate of admission comprising a clutch element movable to various positions corresponding to varlous j positions of the governing mechan sm, means for so con- ,necting the governing 'mechanismfand the clutch element that the governing mechanism;

cannot move in said one direction beyond the position corresponding tojthe position of the clutch element, a second clutch element adapted to engage the first clutch element,

yieldable-means for resisting movement of r the second clutch element in the direction corresponding to said one direction of the governmg' mechanism, pressure-actuated means formoving said clutch elements into or out of engagement, pilot valve means for controlling the application of fluid pressure to said pressure-actuated means and being movable to one position to provide engagement of the clutch elements and to a second position to disengage the clutch elements, means for holding the pilot valve means in Whichever position it maybe moved, manually controlled means for moving the pilot valve means to the first position,means responsive to the speed of the prime mover outside of the'normal range of speed for moving the pilot valve means to'the second position, and manually controlled means for moving the pilot valve means to the second position.

6. The combination with a governing mechanism for a prime mover, of a device for holding the governing mechanism at any given rate o'fadmission comprising a rotary tion of the rate of fiuid admission provided the governing mechanism, a friction disc mounted on said shaft, a second friction disc adapted to engage the first friction disc,

means for resisting angular movement of the second friction disc, and means for efi'ectingi the governing mechanism, an element nonrotatably mounted on said shaft, a second element adapted to engage the first element, means for resistingmovement of the second element angularly about the axis of said shaft, and meansfor bringing said elements into engagement.

. 05 moving the pilot valve meanstothe second 8. The combination with a prime mover shaft whose angular position varies as a funcand a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device ior maintaining the governing mechanism at any predetermined rate of admission comprising a rotatable shaft which is connected to the governin mechanism and whose position varies as a function of the rate of motive fluid admission provided by the governing mechanism, a clutch element mounted on said 7 shaft, a second clutch element adapted to engage the first clutch element, yieldable means for resisting angular movement of the second clutch element from a given angular position, means for effecting engagement of the clutch elements, and means responsive to a predetermined departure of the second clutch element from said given angular position for disengaging the clutch elements.

9. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device for maintaining the governing mechanism at any desired rate of admission comprising a clutch element which is connected to the governing mechanism and whose osition varies as a function of the motive uid admission provided by the governing mechanism, a second clutch element adapted to engage the first clutch element, means for resisting movement of the second clutch element from a given position, and means for bringing said clutch elements into engagement.

10. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device for limiting the governing mechanism to any desired maximum rate of admission com prising a clutch element movable to various positions corresponding to various rates of admission provided by the governing mechanism, means for so connecting the governing mechanism and the clutch element that the governing mechanism cannot provide a rate of admission greater than that corresponding to the position of the clutch element, a second clutch element adapted to engage the first clutch element, and means for resisting movement of the second clutch element in the direction of increasing the rate of admission.

11. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device for limiting the governing mechanism to any desired maximum rate of admission compris ing a rotatable clutch element movable to various angular positions corresponding to various rates of admission provided by the governing mechanism, means for so connecting the governing mechanism and the clutchelement that the governing mechanism cannot provide a rate of admission greater than that corresponding to the position of the clutch element, a second clutch element adapted to engage the first clutch element,

means for resisting angular movement of the second clutch member in atleast one direc-' tion, and means for axially moving one of said clutch elements into engagement with the other comprising a pressure-actuated element coaxial with and connected to said one clutch element, and pilot valve means for 7 controlling the application of fluid pressure to said pressure-actuated element.

12. The combination with a prime mover and a governing mechanism responsive to the speed of the prime mover and controlling "go the admission of motive fluid thereto, of a device for maintaining the governing mechanism at any desired rate of admission comprising a rotatable clutch element connected to the governing mechanism and whose angug lar position varies as a function of the admission provided by the governing mechanism a second clutch element adapted to engage the first clutch element, yieldable means for resisting angular movement of the second clutch element from a predetermined angular position in at least one direction, and means for axially moving one of said clutch elements into engagement with the other comprising a pressure-actuated element coaxial 5 with and connected to said one clutch element, and pilot valve means for controlling the application of fluid pressure to said pressure-actuated element.

13. The combination with a prime mover 10 and a governing mechanism responsive to the speed of the prime mover and controlling the admission of motive fluid thereto, of a device for limiting the governing mechanism to any desired maximum rate of admission comprism5 ing a rotatable clutch element movable to various angular positions corresponding to various rates of admission provided by the governing mechanism, means for so connect; ing the governing mechanism and the clutch no element that the governing mechanism cannot provide a rate of admission greater than that corresponding to the position of the clutch element, a second clutch element" adapted to engage the first clutch element, yieldable means for resisting angular movement of the second clutch element in the direction of increasing the motive fluid admission beyond a predetermined angular posi?" tion, means for axially moving one of said no clutch elements into engagement with the other comprising a pressure-actuated element coaxial with and connected to said one clutch element and pilot valve means for controlling the application of fluid pressure to said pressure-actuated element, and means responsive to a predetermined angular movement of the second clutch element in the direction of intcrease in admission beyond said predetermined angular position for controlling the a pilot valve means to efi'ect disengagement of the clutch elements. a

In testimony whereof, I have hereunto subscribed my name this 27th day of J anuary, 1931.

FRANCIS HODGKINSON. 

